Carburetor



May 4, 1937.

E. .1. BUSHEY 2,079,150

CARBURETOR Original Filed Ma gdh l, 1935 2 Sheets-Sheet l INVENTOR l'lzJIM-shay ATTORNEY5 E. J. BUSHEY May 4, 1937.

CARBURETOR Original Filed March 1; 1935 2 Sheets-Sheet EHYVENTOR ATTO RN EYS Patented May 4, 1937 UNITED STATES PATENT OFFICE.

2,079,150 CARBURETOR. Eli J. Bushey, New York, N. ll.

Application March 1,

1935, Serial No. 8,840

Renewed October 8, 1936 4 Claims.

the engine has warmed up, and then the gasoline supply may be cut offfrom the engine and a less expensive fuel such as a certain grade offuel oil may be supplied; to provide simple and con 15 venientlyoperable means to control said selective supply of fuel; and to providemeans also under the control of said control means to supply auxiliarydamp air to the engine intake during admission of said cheaper fuel inorder to prevent car- 20 bon deposit. Other objects of the inventionwill appear hereinafter.

In the drawings, Fig.1 is a side view of the carburetor and portions ofits operative connections;

Fig. 2 a horizontal section on the line 2-2 of Fig. 1;

Fig. 3 a detail side view of the throttle valve for selective control offuel admission to the engine intake and for. control also of admissionof moisture to the engine;

Fig. 4 a vertical section Fi 2;

Fig. 5 a vertical section on the line 5-5 of Fig. 2;

Fig. 6 a sectional side view showing a humiditying device in deliveryconnection with the carburetor;

Fig. 7 a detail view of an element with baflle vanes to cause a whirlingmovement of the air and fuel before admission to the engine;

Fig. 8 a diagrammatic view showing the carburetor installed upon anautomobile engine and connected to the fuel tanks and the humidifyingdevice; and

Fig. 9 a longitudinal sectional view of a heat ing device connected tothe pipe which delivers fuel oil to the carburetor and also connected tothe exhaust manifold of the engine to receive heat therefrom.

In Fig. 8 the carburetor, designated C, is-located'above the intakemanifold I of the engine E and connected to the manifold for down draftdelivery. As will'be explained hereinafter, however, there is provided adelivery connection which is adjustable for either up draft or down onthe line 4-4 of draft delivery. From a tank T gasoline is delivered tothe carburetor through piping and. a pump P. A lower grade of fuel such,for example, as oil known commercially as No. 1 fuel oil is delivered tothe carburetor from a tank T, through piping and a pump P. H is also indelivery connection with the carburetor to supply damp auxiliary air tothe engine during consumption of said fuel oil, the moisture in said airbeing converted into steam A humidifier in the engine to prevent carbondeposit. Before delivery to the engine the fuel is heated. For thispurpose the exhaust maniflod E of the engine has a delivery connectionwith a jacket on the carburetor. A screen S may be attached to the mainair inlet of the carburetor. The different fuels are admittedselectively to the engine by operation of a single throttle valve. Saidvalve also controls admission of damp auxiliary air from the humidifierH to the engine. may be operated by a foot lever L convenient to thedriver of .the automobile.

The body of the carburetor comprises a casing formed mainly, in thepresent instance, of two castings l and 2 detachably secured together.The casting I has a straight horizontal tubular portion defining asuction intake passage 3 for fuel and air. Said passage is open at bothends, one end for delivery communication with the engine and the otherfor air intake. Near the delivery end of the passage the casing sectionI has a vertical cylindrical bore 4 intersecting the passage. Acylindrical throttle valve 5 is fitted in said bore for rotation aboutavertical axis. The valve 5 has an axially extending operating shank 6at its upper end and a trunnion stub l at its lower end. Plates 8 arescrew-fastened to the casting I, over the upper and lower ends of thebore 4 and have bearings for said valve shank and trunnion. In thepassage 3, at the intake side of the valve, the casting I has anintegral vertical partition 9 diametrically dividing the portion of thepassage adjacent to the valve. The periphery of the valve has a workingfit with the adjacent edge of said partition. Along the outer side ofthe portion of the casting l defining the passage 3 said casting has atubular jacket portion In defining a heating space H along the passage3. Said space II has an inlet orifice i2 at one end disposed at one sideof the outlet of the passage 3 and adapted to communicate with theengine exhaust. Near its-opposite end the space II has an outlet orificel3 at its under side.

The casting 2 forms two immediate fuel supply chambers or float chambersH and l5 0." cv- The valve lindrical form. Screw-fastened cover platesl6 form the top walls of said chambers. A gasoline delivery pipe I!leading from the supply tank T is connected to the cover plate ofchamber I4 and delivers through a central bore in said plate. Similarlya fuel oil delivery pipe l8 leading from the supply tank T is connectedto the cover plate of chamber l5 and delivers through a. central bore insaid plate. Each of said bores has a seat for a downwardly openingneedle valve I9 for controlling the fuel feed to the chambers l4 and I5.Within each chamber there is a float 20 whose upper side bears against apivoted lever 2| which in turn bears against the lower end of the needlevalve to close the latter when fluid reaches a desired level in thechamber. The casting section 2 forming the float chambers has integralears 22 screw-fastened to the casting section I to hold it at theopposite side thereof from the jacket l0. Around a material portion ofthe fuel oil float chamber l5 and around a materially smaller portion ofthe float chamber M the casting 2 defining said chambers is formed witha jacket 23 defining a heat-space 24. A pipe section 25 places theoutlet orifice |3 of the previously mentioned jacket space H in deliverycommunication with the jacket space 24 to supply the latter with heatfrom the engine exhaust. A discharge pipe 26 leads from the space 24.

To supply the suction passage 3 with gasoline, a delivery pipe section21 leads horizontally from an outlet at the bottom of the gasoline floatchamber l4 and a vertical pipe section 28 leads upward from pipe section21. A gasoline jet 29 is connected to the upper end of pipe section 28and has an enlarged cup-like portion into which the pipe sectiondelivers, and a reduced discharge nozzle externally screw threaded. Saidnozzle is screwed into a threaded aperture in the casting I and locatedat one side of the bore 4 in which the throttle valve is fitted. The cupportion of the jet opens laterally outward and has a hinged flap valve30 and a spring 3| tending to hold said valve closed against admissionof air to the jet. To admit air to the jet an operating connection 32for the valve is provided. Said connection may lead to a pointconvenient to the driver of the automobile so that the valve may beopened against the spring resistance to admit the required amount ofair. The discharge passage of the nozzle is small in comparison with thecup so that there is a Venturi-like action in the flow from the cup tothe passage 3 through said restricted discharge passage.

To supply the suction passage 3 with fuel oii a delivery pipe 33 leadshorizontally from the bottom of the fuel oil float chamber l5, and apair of spaced vertical jets 34 and 35 lead upward from said pipetransversely into the suction passage 3. The jets comprise tubularnozzles entering the passage 3 through apertures at the under side ofthe casting and located at opposite sides of the passage partition 9.Within the passage 3 the nozzle jet 34 is surrounded by a tube 36 whoseupper end projects beyond the discharge end of the nozzle and has smalllateral apertures. Said tube may be screwed on the upper end of thenozzle. To regulate the degree of discharge from the nozzles there areneedle valves 31. The latter are screw threaded and are screwed downwardthrough threaded apertures in the upper side of the casting The lowertapered ends of the valves enter the discharge ends of the nozzles andtheir upper ends have knobs for turning them. Lock nuts 3' are screwedon the valves to maintain their adjustments. The nozzles, by projectinginto the passage 3, produce a choking effect like that of a Venturi tubeand thereby cause a more rapid fiow at the points of fuel admission tothe passage. In the case of the nozzle 34 the suction effect at thedischarge is further increased by the apertured tube 36.

Choke ,means are provided to yieldably impede flow of air from the inletof the suction passage 3 to the nozzles 34 and 35. Said means comprise aleaf spring 39 bent into approximate V- form and secured at its bend tothe outer end of the partition 9 so that it forms two diverging springchoke vanes 39 at opposite sides of the partition and extending towardthe nozzles. These vanes yield under varying suction to vary the flow ofair to the nozzles. The vanes may be perforated as shown in the case ofvanes H.

The throttle valve 5 has a large transverse port 5 and a smaller,elongated port 5 at its lower end opening into the port 5. Port 5extends on an are around the axis of the valve and tapers in width inthe direction of clock-wise rotation of the valve, as viewed in Fig. 2.By said rotation of the valve, port 5 is adapted to be registered withan inlet aperture 40 in the under plate 8. A pipe 4| places thehumidifier H in communication with the aperture 4!) for supply of dampauxiliary air to the engine intake by operation of the throttle valve,in a manner which will be explained hereinafter. For operating the valvea crank arm 42 is secured to the upper end of the valve shank 6, and apushand-pull rod 43 operatively connects the foot lever L (see Fig. 8)to said arm. Thereby, by pressure upon the foot lever the throttle valveis rotated to open position. A spring 44 at said lever operates 'torestore the valve to closed position when pressure on the lever isremoved. A stop 45 on the upper valve plate 8 limits opening movement ofthe valve by contact with the arm 42.

The humidifier H includes a cylindrical water tank 46 verticallydisposed. A cap 41 is fitted on the upper end of the tank and has anannular trough-like depression 48 apertured to admit water into thetank. The tank is charged by merely pouring water into said trough. Ashort distance below the cap the tank has overflow apertures 49 to limitthe water depth. A vertical air tube 50 extends through the center ofthe pipe and has a flared open upper end slightly above the level of theoverflow apertures, and a lower end below the bottom of the tank and indelivery connection with the pipe 4| leading to thecarburetor. Below theoverflow apertures there is a baflle plate 5| formed to permit passageof water for charging the tank but to prevent splashing of the wateroutward through the charging apertures. A tubular wick 52 fits aroundthe tube 50 within the tank and extends from the bottom of the tank tothe upper, flared edge of the tube. Said wick is made of a suitableliquid-absorbing material such as blotting paper or fabric. By capillaryattraction it draws water to the upper edge of the tube and keeps saidedge wet as long as there is any water in the tank.

When the throttle valve in the carburetor is adjusted to place theengine in suction communication with the pipe 4| auxiliary air will besucked into the upper end of tube 50. apertures at the upper portion ofthe tank through which air is admitted are so located with refer- The- '25 into the jacket space 24! around the float cham- 'ence to the upperend of the tube as to require the air to flow over the upper, wet edgeof the wick in order to enter the tube. Thereby the air is humidifiedand water vapor is delivered to the engine where it is converted intosteam to prevent carbon deposit. Means are also provided to admitadditional moisture for quick removal of carbon deposit. Near the bottomof the tank t6 the tube 50 has a lateral inlet nipple 53 to admit waterdirectly into the tube. A needle valve M is in adjustable screw threadedconnection with the tank and projects into said nipple to regulateadmission of the water. Outside of the tank said valve has an operatingknob and also a check nut to maintain the adjustments of the valve. Toremove a deposit of carbon rapidly the valve is opened to a requireddegree and the engine is raced.

For connection of the body of the carburetor to the intake manifold andto the exhaust manifold of the engine there is provided an elbow pipeunion 55. The latter is a casting forming a conduit elbow 56 and ajacket 511. The jacket and conduit elbow define a substantially U-shapedspace or passage 58 extending horizontally around the exterior of theelbow 56. At one side of said elbow the end of one branch of theU-shaped passage is closed by a blank wall 59. At the opposite sideofthe elbow theend of the other branch of the passage has a wall 6tformed with an aperture ti in register with the orifice it of theheating jacket space H of the carburetor. At the bend of the U-shapedpassage the jacket ii is formed with a nipple 62. The latter isinternally'threaded for connecting thereto a pipe t3 leading from theexhaust manifold E of the engine. Thereby hot exhaust gas is conductedfrom said manifold to the passage 58. From there it flows along thepassage Ill to heat the fuel and air suction passage 3, then through thepipe bers to heat the fuel oil in the chamber l5 and to heat thegasoline in the chamber it to a lesser degree, owing to the smallerportion of said space around the latter chamber. Within the deliverypipe 63 there is a pivoted valve fit operable to control admission ofthe exhaust fluid to the carburetor in accordance with the heatingrequirements of the fuel. Secured to the pivot of the valve there is anoperating arm 65 and a pushand-pull rod tt (see Fig. 8) is operativelyconnected to said arm and leads to a point for convenient operation bythe driver of the automobile.

The elbow union 5% has flat abutment end surfaces t'l and M disposed ata right angle to eachother. Surface bl is opposed to a flat end surfacelid on the carburetor casting l and at said opposed surfaces the unionand the casting l have registering diametrically disposed ears it and Mrespectively, extending vertically. Said ears have registering aperturesthrough which the union and the casting l are detachably securedtogether by bolts or screws l2. Similarly, at the other abutment surfaceat of the union there are diametrically disposed cars it which arebolted or screw-fastened to a flange on a pipe section it leading to theintake manifold I of the engine. Thereby the fuel and air passage 3 ofthe carburetor is placed in delivery connectionwith the engine intake.

Preferably there are interposed between the abutment end surfaces of theunion 55 and those of the casting l and the pipe M metal washers orgaskets it. Each of the latter has a central aperture 26 and integralblades or vanes H in said aperture projecting into the path of the airand fuel drawnfrom the carburetor to the engine. Said vanes are ofpropeller-like shape and they curve forwardly in the direction of flowof the air and fuel. They give the air and fuel a whirling movement tobetter mix them for good combustion. The vanes may be per-. forated, asshown. The gasket between abutment surfaces fill and 69 has an aperture'8 to register with the apertures l2 and M for flow of exhaust gas frompassage 58 to the passage 3.

In the present instance the union 55 connects the carburetor passage 3to the. engine intake for down draft to the latter. The union isdesigned also for up draft connection to the manifold where theinstallation of the carburetor requires up draft delivery of air andfuel. The bolt or screw holes in the opposed ears ill and H on the union55 and the carburetor casting i respectively are equidistant from thepassage 3 so that the union may be secured in an inverted position forup draft. In that case the wall 59 of the union will have an aperture toplace the passages 58 and ii in communication, and the wall fill will bemade blank.

In order to render the fuel oil more readily combustible provision ismade for heating the fuel oil before it is delivered to the floatchamber it. For that purpose a pre-heating device it is interposed inthe delivery pipe it at a point between the pump P and the carburetorand closely adjacent to the engine exhaust manifold E. Said devicecomprises a small, cylindrical, cartridge-like casing 80 closed at itsends and extending along said manifold. Between the manifold and saidcasing there are one or more fluid delivery connections ill locatedadjacent one end of the casing. A discharge pipe 82 leads from r theopposite end of the casing to the exhaust pip 26 leading from thecarburetor jacket space 2t and discharging to atmosphere. The oildelivery pipe lt leads longitudinally through the casing 80 and hastherein a helically coiled section it which is heated by the hot exhaustgas from the exhaust manifold. The oil is thus heated before it reachesthe carburetor. As previously described, it is also heated directly atthe carburetor by the exhaust gas in the jacket space 241.

In operation only gasoline and air will be at first supplied to theengine. In the starting and during the warming up of the engine the fueloil will be excluded or substantially so. The throttle valve 5 will beadjusted as shown in Fig. 2 to place the valve port 5 in communicationwith the gasoline jet 29 but out of communication with the fuel oil jets3t and 35. In that position said valve port is slightly open at the leftto the pas sage 3, for suction communication with the engine. The jetvalve 36) may be opened to the required degree to admit air to the jet.In some cases it may be desirable to admit a small amount of the fueloil along with the gasoline. The valve passage will then be openedslightly at the right to the passage 3 to admit fuel from the .jet 3d.In the engine starting adjustment of the valve the tapered bottom port 5is entirely out of register with the aperture 430 connected to thehumidifier H. Thereby auxiliary damp air is excluded during admission ofgasoline alone for combustion.

When the engine has warmed up, the valve 5 is turned clockwise, withreference to Fig. 2, to shut off the gasoline jet 29 and place the fueloil jet 34 in suction communication with the engine through the valveport 5. During the pass over from gasoline admission to fuel oiladmission the two fuels may temporarily be admitted simultaneously. Saidrotation of the valve 5 also brings the bottom port 5 into register withaperture 40 to admit damp air or water vapor for suction flow to theengine along with the fuel. In the engine the water vapor will beconverted into steam to prevent carbon deposit or to remove any previousdeposit. As the valve is rotated the port 5, owing to its taper, willprogressively increase the admission of water vapor as the admission offuel oil is increased. At first, fuel oil will be drawn from the jet 34only, suction being cut off from the. jet 35 by the valve and thepartition 9 between the jets. By rotation of the valve sufficiently bothjets may be placed in suction communication with the engine, through theport 5. Thus it will be seen that a simple, normal operation of a singlethrottle valve controls the selective and sequential admission of thedifferent fuels and also regulates the admission of auxiliary damp air.

To slow down the engine the valve is rotated counterclockwise to firstcut out the jet 35 and then the jet 34 and also shut off admission ofwater vapor by shifting the port 5 out of register with the aperture 40.This movement of the valve finally restores communication between thegasoline jet 29 and the port 5 to run the engine slowly on gasoline.During the operation of the engine on fuel oil the passage 3 and thefuel oil float tank are heated by admission of hot gas from the engineexhaust to the jacket spaces II and 24, to prepare the fuel oil forcombustion. In

addition, hot exhaust gas is supplied to the heating device 79 topre-heat the fuel oil. The float chambers and the passage 3 may beheated during consumption of gasoline also, if desired, by leaving thevalve 64 open.

What I claim is:

1. In combination, carburetor apparatus comprising a casing forming anair and fuel suction intake passage for delivery communication with anengine intake, a jet to discharge fuel of one grade into said passage atone point, a pair of jets to discharge fuel of another grade into saidpassage at other points, and a rotary throttle valve to control flowthrough said passage to the engine intake and having a port transverseto its axis to place selectively said first jet or one or both of saidjets of the pair in suction communication with the engine intake byrotative adjustment of the valve, the valve being adapted to cut offsaid communication with the pair of jets when the first jet is incommunication and vice versa, the suction passage having a partitionbetween the pair of jets, for the purpose set forth; and a humidifier indelivery connection with one end of said valve, said end of the valvehaving a port opening into said transverse port and extending around thevalve axis and tapering for admission and gradually increased deliveryof humidified air to the suction passage, for the purpose set forth, asthe valve is rotated to cut out the first jet and cut in the pair ofJ'ets.

2. In combination, carburetor apparatus comprising a casing forming asuction air and fuel intake passage for delivery communication with anengine intake, a jet to discharge fuel of one grade into said passage atone point, a supply chamber for fuel .of another grade, a jet connectedto said chamber to discharge the latter fuel into said passage atanother point, and a rotary throttle valve to control flow through saidpassage to the engine intake and having a port transverse to its axis toplace selectively said first jet or said second jet in suctioncommunication with the engine intake by rotative adjustment of thevalve, the valve being adapted to cut off said communication with thefirst jet when the second jet is in communication and vice versa; ahumidifier in delivery connection with one end of said valve, said endof the valve having a port opening into said transverse port andextending around the valve axis and tapering for admission and graduallyincreased delivery of humidified air to the suction passage, for thepurpose set forth, as the valve is rotated to cut out the first jet andcut in the second jet; and

jacket means extending along said intake passage and to the exterior ofsaid fuel supply chamber and adapted for fluid supply connection to theengine exhaust to heat said passage and chamber.

3. In combination, a carburetor having a horizontally directed air andfuel discharge orifice and having also an external jacket to receiveheating fluid, said jacket having an inlet adjacent said dischargeorifice; a conduit union having a fuel and air passage with an inlet endin register with said orifice and an outlet end directed vertically andconnectible with an engine intake for delivery thereto, the union havingalso another passage with an inlet connectible to the engine exhaust andan outlet for register with said jacket inlet to supply hot exhaustfluid to the jacket, and means rendering the union adjustable withrelation to the carburetor to direct the outlet of the fuel mixturepassage upward for up draft to the engine intake or downward for downdraft to the intake.

4. A carburetor having an air and fuel suction intake passageconnectible to an engine intake, a rotary throttle valve rotatable aboutan axis transverse to said passage to control flow to an engine intake,a pair of fuel discharge nozzles projecting endwise, into said passagetransve'rsely of the latter and spaced apart crosswise of the passage atpoints located at the intake side of the valve, a partition in thepassage at the throttle valve and separating said nozzles therein, thethrottle valve being rotatable to place one or both of said nozzles insuction communication with the engine intake, and a leaf spring securedat a middle point to the edge of the partition remote from the valve andforming yieldable and resilient vanes in the passage at opposite sidesof the partition and diverging toward the valve, to yieldably impedesuction flow to said nozzles.

' ELI J. BUSHEY.

